Centralized traffic controlling system



2 Sheets-Sheet l ji Sept. 17, 1940. R. M. PHINNEY CENTRALIZED' TRAFFIC CONTROLLING SYSTEM Filed Sept. 50, 1931 I \si '2 l m 8.

ms W H l llllllllllllllllllllllllll I E} 05 m L Y m2 m8 Pm. E n n n R .N. mmv Mm W 7w T N Q A m m mum. m mum -+w t mm ly 3N Hm m a t o n u n L 8 z w 8 E No is p 1940- R. M. PHINNEY CBNTRALIZED TRAFFIC CONTROLLING SYSTEM 2 Sheets-Sheet 2 N 3 vv h? z gnm mm 2 u L Om Y Tu m9 mm m E 3 on mm n9 3 m M m n m m If W2 A N IL n 3 d w vfi 7 @Q m nml llt Uni T 5 m Patented Sept. 17, 194i) UNITED STATES:

- CENTRALIZED TRAFFXU CONTROLLING SYSTERI Robert M. Phinney, Rochester, N. 17., assigncr-to General Railway Signal Company, Rochester,

Application September 30, 1931, Serial No. 565,950

35 Claims (Cl. 246-) the operator may at will change the position of the switches, subject to automatic and detector locking circuits which prevent unsafe operation of any switch, and may also hold at stop any of the signals, or allow them to clear dependent upon the position of the associated switches, and

also provided the location of trains makes it safe for such a signal to indicate proceed. In a system of this type, besides enabling the operator to govern the traffic controlling devices, it is' desirable that the operator be fully and accurately informed of the movements of trains and of the operation of the switches and signals which he controls. To accomplish this, indications are transmitted to the control ofiice to indicate the presence or absence of trains on the various track sections and to display to the operator the positions of the various switches, signals and the like.

In a centralized trafiic control system of this type, a communication system is provided to interconnect the control office with the traffic controlling devices in the field, which devices are grouped in what are conveniently termed field stations. The transmission of a control from the control ofiice to a field station positions a suitable storing device, usually a magnetic stick type relay, to one or the other of two positions; while the transmission of an indication to the control ofiice likewise positions a suitable storing device to one or the other of two extreme positions. A single magnetic stick type relay is thus required to be operated from one to the other of its extreme positions to govern the operation of an' associated track switch to one or the other of its extreme positions, subject to suitable approach locking means; while the four signals usually associated with each track. switch requirefitwo magnetic stick type relays to be controlled from the control ofiice, which relays govern circuits so as to establish the direction of traiiic movement and determine whether the signals may be allowed to indicate proceed in accordance with traffic conditions or shall be required to indicate stop. These magnetic stick relays, which govern the indications of the signalsdetermine the direction; while the particular route, that is, a main line route or a diverging route, is selected in accordance with the position of the track switch.

Although the safety features of a centralized traffic control system organized in this manner, are dependent upon the automatic signaling circuits which prevent opposing or dangerous train movements, it may happen that failure of the communication system to actuate the magnetic stick type switch control relay upon the setting up of a new route,'might allow a train to pass over an undesired route.

In order to eliminate this possibility, the present invention proposes that the controls, which are transmitted to the magneticstick type relay for governing the signals, shall be transmitted only after an indication of the position and locked'conclition of the track switch has been transmitted to the control oflice by positioning suitable magnetic stick type indication storing relays in the control ofiice, which indication checks the correspondence of the switch machine control leverwith the track switch. In other words, the operator for establishing a new route first positions the switch machine control lever and then the signal control lever, but a system of the present invention transmits only the new switch control and does not transmit 'the signal controls until after an indication has been received of the response of the track switch to its new control. Thus, the present invention insures that the proper route over the track is actually established before the signals for that route are cleared for allowing the passage of a train.

The present invention further provides that certain of the signals governing traffic over the system may be made stick or non-stick signals as may be desired by the operator, so that certain following train movements may be easily facilitated. For example, there may be several trains following each other, some of which are to pass over the same route while others must be deflected to turn out or diverging routes. Those trains which are following each other over the same route may be allowed to do so in accordance with the automatic block signalling, but when it is desired to have a train pass over a diverging route, which train isclosely following another train, it may happen that the operator could not respond suiliciently quick to an indication of the passage of the preceding train in order to hold the second train for the establishment of the diverging route. Thus, the present invention provides that the'operator may, by suitably positioning the signal control lever, cause a particular signal to become a stick signal, that is, to remain at stop after the passage of a train until the operator manually recognized the passage of that train. This gives the operator what may be termed an optional stick control feature, so that he may govern the indication of the signals in the field in accordance with traffic conditions.

Another feature of the present invention resides in a special calling signal which may be a visual, an audible or any other type signal, but is so controlled that whenever the signals'at a track switch indicate stop, the operator may actuate this signal for the purpose of calling the conductor of a train to the telephone, for the purpose of locating a signal maintainer, or for such other purposes as may be desired, thus utilizing the centralized trafiic control system to its maximum capacity.

Other objects, purposes and characteristic features of the present invention will be in part obvious from the accompanying drawings, and in part pointed out as the description of the invention progresses. I

In describing the invention in detail, reference will be made to the accompanying drawings, in which like reference characters provided with distinctive exponents, designate corresponding parts throughout the several views, and in which:

Fig.- 1 illustrates the apparatus and circuit arrangement provided for a typical control office constructed and arranged in accordance with the present invention; and

Fig. 2 illustrates the apparatus and circuit arrangement employed at a typical field station for the control of a single track switch in accordance with the present invention, and adapted to be associated with the apparatus employed in the control office of Fig. 1.

For the purpose of simplifying the illustration and facilitating in the explanation, the various parts and circuits constituting the embodiment of the invention have been shown diagrammatically and certain conventional illustrations have been employed, the drawings having been. made more with the purpose of making it easy to understand the principles and mode of operation, than with the idea of illustrating the specific construction and arrangement of parts that would be emplayed in practice. Thus, the various relays and their contacts are illustrated in a conventional manner, and symbols are used to indicate connections to the terminals of batteries, or other sources of electric current, instead of showing all of the wiring connections to these terminals.

The symbols and are employed to indicate the positive and negative terminals respectively of suitable batteries, or other sources of direct current; and the circuits with which these symbols are used, always have current fiowing in the same direction. The symbols (B+) and (B-) indicate connections to the opposite terminals of a suitable battery, or other direct current source which has a central or intermediate tap designated (CN) and the circuits with which these symbols are used, may have current flowing in one direction or the other depending upon the particular terminal used in combination with the intermediate tap (CN).

While the features of the present invention are applicable to, and usable with any type of communication system for centralized traffic control, whether obtained by direct line wire control or by some form of a selective type communication system, the specific embodiment of the invention illustrated has been shown in a form adapted for use with a selective communication system of the duplex coded type, as shown and described in the pending application of W. D.

Hailes et al., Ser. No. 526,674, filed March 31,

1931, now U. S. Patent 2,170,141, granted August 22, 1939. Thus, before considering the structure and mode of operation of the parts constituting this invention, it becomes necessary to explain in a general way some of the features of a centralized trafiic control system having this particular duplex coded type of communication system, insofar as material to an understanding of the present invention, reference being made to said prior application for other details of the structure and operation of a duplex coded communication system not directly related to the features of this invention.

Communication part of the system.-A centralized traffic control system applied to a railway system as contemplated by the present invention comprises a control ofiice and a plurality of field stations located throughout the territory under the control of the operator. Each field station is provided with a transmitting and receiving equipment which is connected by suitable line circuits to a transmitting and receiving equipment located in the control ofiice.

A portion of such a control oifice has been illustrated in Fig. 1 of the accompanying drawings as being typical of that part of a control ofiice associated with each field station. This typical portion of the control ofiice is indicated as having a transmitting and receiving equip.

ment included within the dotted rectangle "I. Fig. 2 of the accompanying drawings illustrates a typical field station having a transmitting and receiving equipment indicated as included within the dotted rectangle 20.

The communication system, including the transmitting and receiving equipments at the control office and at each of the field stations,

is normally at rest, but may be initiated by manual manipulation of a lever in the control office or may be initiated into operation by the change in condition of a traffic controlling device at any field station. The initiation of the communication system into a cycle of operation causes first the selection of a particular field station followed by the. transmission of controls for that station if controls only are to be transmitted, or causes the registration of a particular field station in the. control office followed by the transmission of indications if indications only are to be transmitted. However, the communication system, considered to be of the type disclosed in the above mentioned application of W. D. I-Iailes et al., Ser. No. 526,674, filed March 31, 1931, now U. S. Patent 2,170,141, granted August 22, 1939, is of the duplex type so that controls and/ or indications may be transmitted during each operating cycle.

Each transmitting and receiving equipment includesa bank of stepping relays in the control office and at each field station. These banks of stepping relays are operated sequentially and in synchronism through a certain predetermined number of steps comprising a cycle of operation. A predetermined number of steps in the first part of the operating cycle are given over to sta-' tion selection and/or registration; while the remaining steps of the cycle are given over to the transmission of controls and/or indications.

A change in the control set up, as determined by the control levers in the central ofiice, causes the momentary deenergization of the stick cir-- cuit of a storing relay SR, which relay when deenergized causes the communication system to be initiated into a cycle of operation and causes the code call for the associated field station to be transmitted. Irrespective of the number of con trol levers for various field stations which are actuated at the same time, the deenergization of a large number of the storing relays causes the operation of the system until the controls associated with each field station are transmitted in proper turn, in accordance with a predetermined sequence, all as explained in the above mentioned application of W. D. Hailes et al., Ser. No. 526,674, filed March 31, 1931, now U. S. Patent 2,170,141, granted August 22, 1939. After the transmission of a field station code call and the controls associated therewith during a particular operating cycle, the storing relay SR associated with the control levers for that field station is reenergized and resensitized in readiness for any subsequent changes in control conditions.

Similarly, at the field station a change relay CH is provided having a stick circuit which is momentarily opened upon a change in the position of the indication contacts at that field station. The deenergization of this change relay CH causes the system to be automatically initiated into a cycle of operation for registering that field station in the controlofiice and the transmission of the indications associated therewith. After the transmission of such indications has been insured, the change relay 01-1 is reenergized and resensitized in readiness for other changes in indication conditions. If several stations have indications to transmit at the same time, they are registered in the control ofiice in turn on separate operating cycles by reason of the characters of their codes as explained in the above mentioned application.

Although a communication system of the type contemplated to be employed with the present invention is arranged to allow the transmission of controls to only one field station during each operating cycle and/ or to receive indications from only one field station during each operating cycle, as above outlined, such features are considered immaterial to the present invention, thus only the steps taken after a station has-been selected have been indicated by showing stepping relays cl, 6, f and g in the control ofiice and stepping relays 4, 5, 5 and l at the typical field station. Likewise, various other devices and circuits have been omitted, simplified or indicated with respect to the communication part of the system for the sake of clearness in disclosing the present invention.

It is considered sufficient for an understanding of the present invention to know that after the selection of a particular station, a control lever contact for each step is efiective to cause the transmission of a suitable control and properly position the contacts of a polar magnetic stick type relay at the field station on each step, which relays serve to govern their respective traffic controlling devices in accordance with the present invention. Similarly, on each step after the registration of a station, an indication contact at the field station is effective to cause the transmission of an indication and properly position the contacts of the magnetic stick type relays in the control ofiice on the respective steps, which magnetic stick type relays serve to display indications and cause certain operations of the system as hereinafter described.

Keeping in mind this general organization of the complete communication system contemplated in connection with the particular embodiment of the invention illustrated, and particularly the fact that controls and indications may be transmitted to and from any one of the several field stations, one at a time during successive operating cycles, consideration may now be given to an explanation of the present invention as if it were applied to only one station, as shown in the accompanying drawings.

Control oflice equipment.-The control office includes a control machine having a group of control levers for each field station, a miniature track layout corresponding in every detail to the actual track layout in the field, and various indi cating lamps or equivalent devices conditioned to display the condition of certain operated devices. Fig. 1 illustrates diagrammatically a portion of such a control machine for one track switch, a crossover or the like.

This apparatus for one track switch at a single field station comprises a switch machine control lever SML, a signal control lever SGL, a selfrestoring push button PB and a correspondence lamp COL. The switch machine lever SML is operable to either of two positions N or R. The operation of the lever SML from one extreme position to the other results in the normal or reverse control of the corresponding track switch at the associated field station through the medium of the communication system.

The signal lever SGL is illustrated as having two east bound positions and two west bound positions E-ES and WWS respectively. The positions ES and WS are stick positions, that is, the signal, which is controlled by the lever in that position as selected in accordance with the position. of the track switch, is caused to be a stick signal which, when automatically put to stop, is held at stop until manually controlled. The positions E and W have the usual significance where the associated signal is allowed to clear in accordance with trailic conditions so as to go automatically to stop upon the passage of a train,

' but will automatically clear again when the condition of traific makes it proper to permit the clearing of that signal.

The push button PE is for controlling a special signal at the associated field station, whenever the signals at that field station are held at stop.

The miniature track layout includes a miniature track switch point is representing the actual track switch TS at the field station (see Fig. 2). This miniature track layout includes an indicator lamp OSL which is illuminated whenever the corresponding track section is occupied. Indicaa tor lamps lalb and 2a,2b-.are likewise illurni-- nated only When the corresponding signals in the field, namely signals lA-IB and ZA-ZB, are indicating proceed respectively.

Each switch machine control lever S-ML has associated therewith a repeating relay SMLR of the polar magnetic stick type which is momen- A correspondence relay COR is gized upon the movement of the signal lever SGL to either of its right hand positions ES and E; while relay SGW is energized upon movement of the signal lever SGL to either of its left hand positions WS and W. The relay NS is energized Whenever the signal lever is in either its east or west positions E and W, and changes the signal governed from a stick signal to a non-stick signal. A signal relay SGR is energized whenever a signal control is to be transmitted for clearing any particular signal, as selected by the control levers SGL and SML.

Indication storing relays 1N 1N IN and D? are of the polar magnetic stick type, and are emplayed for the purpose of storing the indication of the traffic controlling devices as transmitted from the field station. A slow acting relay X is employed to repeat the indicating relay IN.

A change storing relay SR is a neutral relay having a normally energized stick circuit which is momentarily opened upon the movement of a control lever to a new position and upon certain automatic operations. The momentary opening of the stick circuit of this quick acting relay causes it to be deenergized, which deenergization causes the initiation of the system into a cycle of operation. After the transmission of the code calls and controls associated with the control levers with which this storing relay is associated, the storing relay SR is picked up and resensitized to be in readiness for the new movement of any control lever or new control condition. These storing relays SR, one for each group of control levers, are interlocked with suitable code determining relays (not shown) which cause the transmission of codes and controls in proper sequence, all of which is explained in detail in 'the pending application of Hailes and DeLong, Ser. No. 526,674, filed March 31, 1931, now U. S. Patent 2,170,141, granted August 22, 1939.

A single stroke bell B is employed to attract the attention of the operator to the initial occupied condition of each detector track circuit. At the times when it is desired to have this bell cut out, a suitable knife switch I2 is employed to open its energizing control circuits.

Field station equipment.With reference to the typical field station shown in Fig. 2, a turnout track having rails I1 is connected to the main track having rails I8 by means of a track switch TS. This track switch TS is suitably controlled from one extreme locked position to the other by a suitable type switch machine SM, such for example as shown in the patent to W. K. Howe, Patent No. 1,466,903, dated September 4, 1923, which switch machine is controlled by a switch machine relay SMR subject to the associated signalling system and suitable approach locking means.

The switch machine SM, thus remotely controlled by the operator, is preferably provided with a dual control selector, such as disclosed in the patent to W. K. Howe, No. 1,852,573 issued April 5, 1932, so that a member of a train crew can locally operate the track switch TS for local train movements, as desired, after first obtaining permission from the operator by telephone,

' or the like.

Signals IA and IB serve to govern east bound traiilc over the track switch TS on the main track or onto the turn-out track respectively; while the signals 2A and 2B serve to govern west bound traflic over the track switch TS on the main track or off the turn-out track respectively.

These signals lA-IB and 2A2B are respectively controlled by signal control relays IAG- IBG and 2AG-2BG-, which signal control relays are selected in accordance with the position of the track switch TS, its correspondence with the switch machine relay SMZR, the position of the relays SW and SE, together with tr'affic conditions as indicated by the signal relays II-ID and ZI-ED. The signal relay lI-ID is governed in accordance with traflic conditions in advance of the signal IA on the main track; while the signal relay ZI-ID is governed in accordance with tra'fiic conditions in advance of signals 2A and 23 on the main track in accordance with the principles of automatic block signal systems, all in a manner as shown and described for example, in the application of S. N. Wight, Ser. No. 120,423, filed July 3, 1926, now U. S. Patent 2,082,436, granted June 1, 1937. Although the signals have been shown as being of the color light type, it is to be understood however that they may be of the semaphore type, or any other suitable type railway signal.

The relays SMR, SW and SE, which are controlled over the communication system in accordance with the position of the levers SML and SGL, as more particularly pointed out hereinafter, are of the polar magnetic stick type and the contacts of these relays are maintained in their last energized positions regardless of subsequent deenergization.

The position of the track switch TS is indicated by the usual switch repeating relay WP which is a polar-neutral type relay energized with a particular polarity in accordance with the TS through the usual switch box or point detector mechanism (not shown), but deenergized whenever the track switch is unlocked or in operation. The energization of this relay WP is also governed in accordance with the operated condition of the dual selector, when such a mechanism is employed in conjunction with the switch machine.

A track relay T indicates the condition of 0c.- cupancy of a ,detector track section associated with the track switch TS and energized with the usual track battery.

The field station is also provided with a change storing relay CH which is a quick acting relay normally energized through a stick circuit closed through contacts of the detector track relay T, contacts on the relay WP, and contacts on such other devices as may have indications to transmit. Whenever this relay OH is deenergized, the communication system is automatically initiated into operation in accordance with the characteristics of the communication system for the trans mission of the new indications at that field station. The features and mode of operation of such a quick acting relay in combination with a selector type communication system has been completely disclosed and described in the patent to De Long et al, No. 1,852,402 issued April 5, 1932.

A signal relay M is provided to indicate when all of the signals |AIB and 2A-2B are at stop by reason of the deenergization of their respective control relays IAG|BG and 2AG2BG.

An automatic stick control relay ASC is governed in accordance with the transmission of signal controls from the control office and in accordance with the passage of trains over the detector track section, all in a manner to provide that those signals which are selected through this position and locked condition of the track switch 3 I relay shall be of the permanent stick type for purposes hereinafter pointed out.

A look relay L governed in accordance with approach and detector locking principles is provided to prevent the operation of the switch machine SM in response to the control of the switch machine relay SMR whenever it is unsafe for the operation of the track switch TS'.

A relay Y is employedto actuate, when energized, a special calling signal.

It is believed that the nature of the invention, its advantages and characteristic features can be best understood with further description being set forth from the standpoint of operation,

OPERATION Normal conditions.--In a centralized traffic control system, the operator usually returns the signal control levers to their stop positions S so that any train which. may enter the territory under his control must first communicate with him in order to receive a proceed signal to pass through such territory. Thus, the signals IAlB and 2A2B at the field station illustrated in Fig. 2, indicate stop, which condition is repeated in the control ofiice so that thev signal indicators la-lb and 2a2b, located on the miniature track diagram are unilluminated to indicate this stop condition of their respective signals.

The position of the track switch TS is imma-- terial so that the switch machine lever SML may be left in its last operated position, but for convenience has been shown in the normal position N.

The track relay T is normally energized as is usual in closed circuit track circuits. Also, the switch repeating relay WP is energized with a particular polarity in accordance with the normal locked position of the track switch TS.

As the signals for governing traffic over the track switch TS are at stop, the lock relay L is energized. Also, with the signals at stop, the

relay M is energized through a circuit from through back contact 25 of relay iBG, wire 26, back contact 21 of relay lAG, wire 28, back contact 29 of relay ZAG, wire 38, back contact 3| of relay 213G, wire 32, winding of relay M, to

With the signal control relays SE and SW at stop and the track relay T energized, the automatic stick control relay A80 is energized through its pick-up circuit from through front contact 33 of track relay T, wire windings of relay ASC, wires 35 and 3S, polar contact 3? of relay SE in a right hand position, wire 38,

polar contact 39 of relay SW in a right hand position, to As the contacts of the relay ASC are picked up, its stick circuit is also closed from through front contact 33 of track" relay T, wire 34, windings of relay ASC, wires 35 and to, front contact 4! of relay ASC', to

The change relay OH is energized through its stick circuit from through front contact 32 of relay M, wire 43, front contact i tof relay WP, wire 45, front contact 46 of track relay T, wire 4'1, front contact Q8 of change relay CH, lower Winding of relay CH, to

In the control ofiice, assuming the track switch to have indicated its normal position in correspondence with the switch machine lever SML, the correspondence relay COR is energized through a circuit from through polar contact 59 of relay IN in a right hand position, wire 5|, polar contact 52 of relay 1N in a left hand position, wire 53, polar contact 5-l of relay SMLR in a right hand position, wire 55, windings'of relay COR, to

The storing relay SR. is normally energized through its stick circuit form through con-. tact 58 of the push button PB in its normal position, wire 59, back contact 65] of relay SGR, wire 6!, polar contact 62 of relay SMLR in -a' right hand position, wire 63, front contacted of relay SR, lower winding of relay SR, to

Setting up a new T0ute.-For convenience in understanding the operation of the. present invention, let us considerthat the operator desires to set up a new route over the track switch: in a reverse position to allow a train'to pass onto the turn-out track in an east bound direction. To accomplish this, the operator positions the switch machine lever SML in the reverse position R and moves the signal control lever SGL to the east position E.

machine lever Themovement of v the switch SML from the normal position N to the reverse position R momentarily energizes the switch machine lever relay SMLR. In this case the lever is moving from position N to position R, which causes negative potential to be placed on the relay SMLR just before the lever reaches its final position B. through a circuit from (B) ,thro-ugh segment 66, wire 67, back contact 58 of the relay SGE, wire 69, back contact 18 of the relay SGW,

wire ll, windings of the relay SMLR, to (CN). The energization of the relay'SMLR with negative potential, causes the actuation of its polar contacts to left hand positions.

With polar contact 54 of relay SMLR, in a left hand position, the energizing circuit for the relay COR, as previously traced, is opened which prevents the energization of the relay SGE upon movement of the signal lever SGL to either of its east clearing positions.

With the switch machine lever a reverse position R out of correspondence with the track switch TS, as indicated by the relays 1N and HP,

an energizing circuit is closed for the correspondence lamp COL from through polar contact lilfi of relay IN in a right hand position,

Fig. 2 accomplishing its selection after which the controls associated therewith are transmitted.

For example, upon the step with stepping relays d and 4 picked up, the code sending relay CS is left deenergized as polar contact i l of relay SMLR is in a left hand position. This causes the communication system to transmit a control '45 wire Nil, polar contact. H22 of relay IN in a left tothe relay SMR. by suitable means as merely in dicated by a circuit from (B throughback contact 15 of relayCS, wire it, back contacts ii, 18 and 19 of stepping relays 1, Sand 5, front contact 8! of stepping relay 4, wire 8i, windings of relay SMR, to (CN). The contacts of the relay SMR are thus actuated to left hand posi-;

tions, and as the lock relay L is picked up, energy is suitably placed upon the switch machine SM through front contact 82' of the relay L, and

polar contact 83 of relay SMR in a left hand position to cause the switch machine SM to operate the track switch TS to a reverse locked position.

Upon the next two steps, the relays SE and SW are similarly controlled in accordance with their control contacts in the control office, so that the polar contacts of the relays SE and SW remain in their stop positions. This is because the correspondence relay COR. is deenergized by reason of the lack of correspondence between the track switch and its control lever, which prevents the actuation of the signal control relay SGE by the lever SGL. Thus, the relay SGR remains deenergized causing the code: sending relay CS to remain deenergized on each: of the steps for placing (B) on both of the relays SE and SW.

After the controls have been insured of being transmitted, the relay SR. is energized for picking up its contacts and is then resensitized, that is, it is maintained energized only through its stick circuit, so as to be in readiness for another change in the control conditionsof its associated control levers. At the end of the operating cycle when the last of the predetermined number of steps has been taken, the communication system returns to its normal at rest condition.

The operation of the track switch TS causes the deenergization of the relay WP which in turn causes the deenergization of the change relay CI-l'. by reason of the movemnt of contact 44 from a front point to a back point. The closure of back contact 84 initiates the system for the registration of the station and the transmission of its indications.

For example, with the stepping relays d and 4 energized, the relay P remains denergized by reason of open front contact 85 of relay WP. This causes the communication system to transmit a suitable indication to the indication storing relay 1N as merely indicated by a circuit from (B-) through back contact 86 of relay P, wire 81, back contacts 88, 89 and 90 of relays g, f and 6, front contact 91 of relay d, wire 92, windings of relay INHto (CN).

Similarly, uponthe next step with the stepping relays e and 5 picked up, the pulsing relay P is deenergized by reason of open front contact 85 of relay WP, so that the relay 1N receives negative potential from (B) actuating its contacts to right hand extreme positions. The correspondence lamp COL is now energized from through polar contact I09 of relay D1 in a right hand position, wire l0], polar contact I02 of relay 1N in a right hand position, wires I01 and I06, correspondence lamp COL, to This circuit will maintain the correspondence lamp illustrated irrespective of the movement of the control lever SML until the track switch TS has been operated to a full lever SML until the track switch TS. has been operated to a full normal or reverse locked position and such condition is in dicated in the control office.

Upon the next step with the stepping relays ,f and 6 picked up, the relay P remains deenergized by reason of open back contact 93 of the relay M, which thus causes the indication storing relay D1 to be energized with negative potential from (B) causing its contacts to remain in their previous positions. i

. Upon the next step with the stepping relays g and I picked up, the relay P likewise remains deenergized by reason of open back contact 94 of the track relay T, which thus'causes the indication storing relay 1N to be energized with neg ative potential from (B) causing its contacts to remain in their previous right hand positions.

When the indications from this field station have been insured of transmission, the relay CH is reenergized picking up its contacts and is resensitized so as to be energized only through its stickcircuit in readiness for such changes in indication conditions as may occur. When the last step of the predetermined number of steps in the cycle of operation has been taken, the system returns to its normal at rest condition.

When the track switch TS has been operated to its reverse extreme locked position, the relay WP is energized with an opposite polarity to that applied when the track switch TS is in a normal position, thus actuating its polar contacts to left hand dotted line positions picking up the neutral contacts. The change in position of the neutral contact 44 of the relay WP from a back point to a front point causes again the deenergization of the change relay CH which initiates the system for effecting the transmission of the indications from the field station.

During the cycle of operation thus initiated, the relay P is energized with the stepping relays d and 4 picked up through a circuit from front contact 85 ofrelay WP, wire I08, polar contact I09 of relay WP in a left hand position, wire H0, front contact II I of stepping relay 4, back contacts H2, H3 and H4 of stepping relays 5, 6 and 1, wire H5, windings of relay P, to

This causes the application of positive potential to the indication storing relay 111 as indicated, from (B+), through front contact 86 of relay P, wire 81, back contacts 88, 89 and 96 of stepping relays and 6, front contact 9! of stepping relay d, wire 92, windings of relay m to (CN). The application of positive potential causes the polar contacts of this relay IN to be actuated to left which is now in a left hand position. This causes negative potential from (B) to be applied to the indication storing relay IN allowing its contacts to remain in right hand dotted line positions, as actuated upon the preceding cycle which occurred upon the unlocking of the track switch TS.

Upon the next step with the stepping relays J and 6 picked up the pulsing relay P is deenergized as the signals are. still at stop and the relay M is energized opening back contact 93. This causes the applicationof negative potential to the indication storing relay 1N allowing its contacts to remain in left hand positions.

Upon the next step with the stepping relays g and 1 energized, the pulsing relay P is also deenergized on this step by reason of open back contact 94 of track relay T as there is no train as yet on the detector track circuit. This causes the application of negative potential to the indication storing relay 1N allowing its contacts to remain in right hand positions.

After the station has been registered in the control office, and the indications have been insured of being transmitted, the change relay CH is energized for picking up its contacts and is then resensitized, that is, it is maintained energized only through its stick circuit, so as to be in readiness for any other changes in the indication conditions of its associated traffic controlling devices. At the endv of the operating cycle when the last of the predetermined number of steps has been taken, the communication system returns to its normal at rest condition.

The energizing circuit for the correspondence lamp COL is opened as polar contact Hit of relay IN is now in a left hand position. The .deenergization of the correspondence lamp COL indicates to the operator that the track switch TS has been operated into correspondence with the switch machine lever SML. Also, with polar contact N6 of relay 1N in a left hand position and polar contact H? of relay IN in a right hand position, the miniature track switch point is is actuated to a reverse position.

As soon as the contact 50 of relay 1N assumes a left hand position which is in correspondence with the polar contact 54 of relay SMLR, an energizing circuit for the correspondence relay COR is completed from through polar contact 50 of relay 1N in a left hand position, wire H8, polar contact 54 of relay SMLR in a left hand position, wire 55, windings of relay COR, to

The energization of the relay COR causes its neutral contact H9 to be picked up closing a circuit for the relay SGE from through segment 129 of signal control lever SGL in the position E, wire I2l, winding of relay SGE, wires I22, I23 and I24, back contact I25 of slow acting relay X, wire I26, front contact N9 of relay COR, to The picking up of the contacts of relay SGE closes a stick circuit from through segment I28 of signal control lever SGL in the position E, wire I2I, windings of relay SGE, wires E22 and I21, front contact I28 of relay SGE, wire I29, front contact H9 of relay COR, to This stick circuit causes the relay SGE to remain energized irrespective of the picking up of neutral contact I25 of slow acting relay X, as hereinafter explained.

The energization of the relay SGE closes the pick-up circuit for the relay SGR from through back contact I30 of relay X, wires HI, 5322 and I33, front contact I34 of relay SGE, wires I35 and I36, windings of relay SGR, to

1e movement of contact fill from a back point to a front point momentarily deenergizes the storing relay SR causing its contacts to drop away. The closing of back contact I55 initiates the system for the transmission of controls. As the signal SGR is energized, this cycle of operation will result in the transmission of the signal control as set up by the lever SGL.

For example, on the first control step with the stepping relays d and 4 picked up, the control for the switch machine will be repeated, as preiously transmitted.

On the second step with the relays e' and 5 picked up, the code sending relay CS is energized'from through front contact MD of relay SGR, wires I SI and M2, back contact I d3 of relay SGW, wire I44, front contact N5 of relay SGE, wire M6, front contact I4! of stepping relay e, back contacts I48 and M9 of stepping relays f and g respectively, wire I50, windings of relay CS, to This causes the application of positive potential to the signal control relay SE at the field station through the medium of the communication system asindicated by a circuit from (B+), through front contact of code sending relay CS, wire 16, back contact T4 of stepping relay 1, back contact I8 of stepping relay 5, front contact 19 of stepping relay 5, wire IEE, windings of relay SE, to (ON). This application of positive potential actuates the polar contacts of relay SE to left hand dotted line positions.

7 On the third step with the stepping relays f and 6 picked up, the code sending relay CS is deenergized by reason of open front contact I43 of relay. SGW of relay which transmits a suitable control to the relay SW at the field station so positions.

After these controls have been insured of being transmitted, the relay SR is energized for picking up its contacts and is then resensitized, that is, is maintained energized only through its stick circuit, so as to be in readiness for such otherchanges in control conditions as may occur. last of the predetermined number of steps has been taken, the communication system returns to its normal at rest condition.

As the track switch TS is now in a reverse position indicated by the switch repeating relay WP, which position is in correspondence with the switch machine control relay SMR, an energizing circuit is completed by the relay SE. for the signal control relay IBG from through front contact I52 of relay WP, wires H3 and I5 3, polarcontact 555 of relay SMR in a left hand position, wire H56, polar contact Iii'l of relay WP in a left hand position, wires I58 and E53, polar contact ltd of signal relay SW in a right hand position, wire IBI, polar contact I62 of signal relay SE in a left hand position, wire I63, front contact I 64 of the automatic stick control relay ASC, wire i655, windings of relay 36, to The picking up of the contacts of the relay ILBG causes the energization of the proceed lamp of the signal lB' through front At the end or" the operating cycle when the contact Hi6 of relay IBG, through a circuit 011- vious from the drawings.

The opening of back contact 25 of relay IBG causes the deenergization of the signal relay M. The movement of contact d2 of relay M from a front'point to a back point momentarily opens the stick circuit of the change relay CH causing it to be deenergized to close back contact 34 which initiates another cycle of operation for the transmission of indications.

The indications are transmitted, as previously described, but as the contact 93 of relay M is now cleenergized, the pulsing relay P is energized on the third step with the stepping relays f and 5 picked up. This transmits positive potential to the indication storing relay 1N which actuates its contacts to right hand positions closing an energizing circuit for the miniature signal indicator in from through polar contact I61 of relay IN in a right hand position, wire I68, back contact I69 of relay SGW, wire Nil, front contact HI of relay SGE, wire I72, polar contact N3 of relay 1N in a left'hand position, wire I14, signal indicator lb, to

Afterv the station has been registered in the control office, and the indications have been insured of being transmittedthe change relay CE is energized for picking up its contacts and is then resensitized, that is, it is maintained energized only through its stick circuit, so as to be in'readiness for any other changes in the indication conditions of its associated trafilc controlling devices. At the end of the operating cycle when the last of the predetermined number of steps has been taken, the communication system returns to its normal at rest condition.

The clearing of signal IB at the field station allows thepassage of a train over the track switch TS in a reverse position. Under these conditions, the lock relay vL is deenergized in the usual manner, so that the operation of the track switch TS by the switch machine SM is prevented unless released by suitable time releasing means, as shown and described for example in my pending application Ser. No. 463,940, filed June 26, 1930 now U. S. Patent 2,082,741, granted June 1, 1937.

The passage of the train over the detector track section causes the deenergization of the track relay T, which further locks the track switch TS in the usual manner, so that it positively cannot be operated during the passage of a train, nor can it be released under such conditions. I

The deenergization of the track relay T opens front contact 33 causing the automatic stick control relay ASC to be deenergized. As the contacts of the relay SE are in left hand dotted line positions, the relay ASC is not picked up even after the train has passed beyond the detector track section and the track relay T has picked up. This causes the signal IE to be a semi-automatic stick signal, that is, a signal put to stop upon the passage of a train and prevented from clearing until manual control is effected, as hereinafter pointed out. The deenergization of this relay ASC opens the energizing circuit for the signal control relay IBG causing signal IE to display a stop by reason of back contact I66. The deenergization of the signal control relay IBG also closes the energizing circuit for the relay M at closed back contact 25.

The initial occupany of the detector track section of course deenergizes the track relay T causing the change from front point to back point of contact 46 to deenergize the change relay CH thereby closing its back contact 84 for initiating the system to transmit the new indication conditions. However, the occupany of the track section causes the deenergization of the relay ASC in turn deenergizing relay IBG thereby closing the pick-up circuit for the relay M. These operations occur in such rapid sequence, the change of contact 42 of relay M from a back point to a front point usually occurs before the system has transmitted the indications as initiated by the track relay T. In other words, the deenergized condition of the track relay T and the energized condition of the signal relay M are usually transmitted upon the same operating cycle, which of course is dependent upon the characteristics of the particular communication system employed and the facility with which communication can be held with the control oflice, and is not particularly material to the present invention.

On the cycle of operation thus initiated, the indications are transmitted as previously described. The stop condition of the signal IB is transmitted so as to actuate the contact I 61 of relay IN to a left hand position, which deenergizes the miniature signal indicator lb. Also, the occupied condition of the detector track section is transmitted, so that the polar contacts of the relay 1N are actuated to left hand dotted line positions.

After the predetermined number of steps have been taken and the indications have been trans- I mitted, as above pointed out, the system returns to its normal at rest condition. In the meantime, of course, the relay OH is resensitized in readiness for further changes which may occur ;in the indication conditions.

With contacts of relay 1N in left hand positions, the single stroke bell B is momentarily energized from through back contact I of slow acting relay X, wire I8I, polar contact I82 of relay 1N in a left hand position, bell bus I83, key I2, windings of the bell B, to This informs the operator that an OS indication has been transmitted. Also, slow acting relay X is energized through a circuit from through polar contact I84 of relay 1N in a left hand position, wires I85 and I86, windings of relay X, to The picking up of the relay X energizes the OS indicating lamp OSL from through front contact I80 of relay X, wire I87, indicator lamp OSL, to The picking up of contact I80 of the relay X deenergizes the bell.

As above mentioned, the automatic stick control relay ASC is deenergized upon the passage of the train over the detector track section and cannot be again energized until the operator has caused a manual control to be transmitted, so as to return the polar contacts of the signal relay SE to right hand positions. Thus, it is immaterial whether or not the signal control lever SGL is in an east stick position or in an east position E insofar as the control of the signal IB is concerned, as in either case the signal IE will be a stick signal.

However, for convenience in describing the present invention, it is assumed that the signal lever SGL has been moved to the east governing position E, which energizes the non-stick relay NS from through segment I20 in position E, wire I88, windings of relay NS, to

During the time when the train is on the section and back contact I30 of the relay X is picked up, the signal relay SGR is maintained energized by a circuit from through front contact I89 of relay NS, wires I90 and I33, front contact I34 of relay SGE, wires I35 and I36, windings of relay SGR, to

When the train passes out of the detector track section allowing the track relay T to be energized, relay OH is deenergized during the movement of contact 46 from a back point to a front point which initiates the communication system into operation by closure of back contact 84 of relay CH.

The indications are transmitted in the usual way during this cycle of operation which has been initiated for the purpose of transmitting the unoccupied condition of the detector track section. After the indications have been insured of transmission, the relay OH is resensitized; and the system returns to an at rest condition as soon as the predetermined number of steps have been taken. Thus, the system is caused to transmit a suitable indication actuating the contacts of the indication storing relay IN to right hand positions. This deenergizes the slow acting relay X because of movement of contact I84 to a right hand position, as its stick circuit is opened by relay NS for reasons hereinafter pointed out. However, the bell B is not caused to give another stroke as the contact I 82 is actuated to a right hand position before the back contact I80 of relay X is closed. The deenergization of the OS indicating lamp OSL indicates to the operator that the train has passed beyond the detector track section associated with the track switch TS.

The operator then returns his signal lever SGL to the stop position S which deenergizes the relays SGE and NS in turn deenergizing the re- 7 lay SGR. The movement of contact 60 from a front point to a back point causes the dee'nergization of the storing relay SR, The closure of back contact 65 initiates the system into another cycle of operation for the transmission of controls in the usual manner, as above described, after which the storing relay SR is resensitized and the system returns to normal.

The particular new control, in this case, is a signal control which causes the contacts of the relay SE to be actuated to right hand positions.

Although the track relay T is energized immediately upon the passage of a train beyond the detector track section, the automatic stick control relay ASC is not energized until the operator has transmitted this signal control restoring the contacts of the relay SE to their right hand positions. In other words, the relays SW and SE must both be in such positions that the signals which they govern are caused to display stop indications before the relay ASC may be picked up through its pick-up circuit, as previously pointed out.

The system thus provides means for automatically causing a signal to be a stick signal. The particular signals which are permanently made to be semi-automatic stick signals are determined in accordance with the particular conditions to be met in practice. One such condition is where the turn-out track is without track circuits, in which case after a train passes over the detector track section, the signals would display proceed indications allowing a following train to proceed without the usual block spacings. This would not give the operator sufficient time to properly space a following train movement. Various other applications for such semi-automatic stick signals may be practiced all within the scope of the present invention.

Modification.1t is sometimes desirable, particularly where traific is heavy and the communication system is operated to its full capacity, to cause the communication system to transmit the signal controls as soon as an indication of the unlocked condition of the track switch has been transmitted to the control ofiice. In other words, it is impossible for any signal to be cleared for the passage of traffic over the track switch if the switch is unlocked and the relay WP is deenergized. Thus, an undesirable route is prevented from being set up, although the actual completion of the operation of the track switch is not required for the transmission of the signal controls. This modified form is of course not as desirable, as the form above described. In order to practice this modification of the present invention it is only necessary to complete a circuit from the contact 52 in a right hand position to wire 55, it being deemed unnecessary to disclose this specific circuit in the drawings for an understanding thereof.

- Optional stick or non-stick signal cOntTOL-Jt has been pointed out above that the operator may cause a. particular signal to be a stick signal or a non-stick signal as he may desire by merely properly positioning the signal control lever SGL. In the particular embodimentemployed for disclosing the present invention, the signals IA and 2A-may thus be optionally controlled; while the signals IB and 23 have been made what are called permanent stick signals by selecting the circuits for their respective relays IBG and 2BG through contacts on the automatic stick control relay ASC.

For convenience let us assume that thesystem the opening of the back contact 29.

is in the normal condition illustrated, and that the operator desires to clear the signal 2A for the passage of a train which. has another train passage of the second train beyond the signal 2A without paying strict attention to the indications transmitted, the operator positions the signal control lever SGL in the position WS to cause the signal 2A to clear for the passage of the first train only.

As the track switch is in the normal position (as assumed), the correspondence relay COR is energized, so upon the movement of the lever SGL to the position WS, the relay SGW is energized through a circuit from through segment I20 of lever SGL in the position WS, wire I 9I, windings of relay SGW, wires I92 and I24, back contact I25 of relay X, wire I 26, front contact II9 of relay COR, to The picking up of the contacts of relay SGW closes a stick circuit for this relay from through segment I 29 of lever SGL in a position WS, wire I9I, windings of relay SGW, wires I92 and I93, front contact I94 of relay SGW, wire I95, front contact II9 of relay COR, to

With the contacts of therelay SGW picked up, an energizing circuit is completed for the relay SGR. from through back contact I39 of slow acting relay X, wire I3I, front contact I96 of relay SGW, wires I91 and I36, windings of relay SGR, to The movement of contact 60 from a back point to a front point causes the initiation of the system by deenergizing the relay SR thereby closing back contact 65. This causes the transmission of the controls in the manner above pointed out, the particular new control in this case being that for positioning-the contacts of relay SW in left hand dotted line positions. With the relay SW thus positioned, the relay ZAG-is energized by a circuit from through front contact I52 of relay WP, wire I53, polar contact I51 of relay WP in a right hand position, wire I56, polar contact I55 of relay SMR in a right hand position, wire I 98, front contact I99 of track relay T, wire 290, polar contact 2III of relay SE in a right hand position, wire 292, polar contact 293 of relay SW in a left hand position, wire 2%, windings of relay ZAG, wire 295, front contact 206 of relay ZHD, to The energization of the relay 2AG is of course dependent upon trafiic conditions in advance of the signal 2A as repeated by the relay ZI-ID all in accordance with the usual signal practice; However, assuming that traffic conditionsare safe, the relay 2HD is energized closing front contact 2% allowing the relay 2AG to be energized which causes the signal 2A to display a proceed indication, as energized through front contact 291 of relay ZAG by circuits obvious .from the drawings.

Indications of the clearing of the signal 2A are of course transmitted to the control ofiice in a manner similar to that as described'for signal IB upon the deenergization ofzthe relay M upon This causes the miniature signal indicator 2a to be illuminated in a similar manner as signal indicator lb. The first train proceedsto accept the signal 2A and passes over the track switch TS. The deenergization of the track relay T and in turn the deenergization of the signal control relay 2AG allows the relay M to be energized by closure of back contact 29. This causes the initiation of thesystem for the transmission of the new indications. The indications transmitted result in the deenergization of the signal indi closely following it. In order to prevent the cator lamp 2a, the energization of the OS indicating lamp OSL, the ringing of the bell B and the picking up of the slow acting relay X .through its pick-up circuit, as previously pointed out.

Upon the energization of the slow acting relay X, its stick circuit is closed from' through front contact 208 of relay SGW, wire 209, back contact 2) of relay NS, wire 2I I, front contact 2I2 of relay X, wires 2I3 and I86, windings of relay X, to I As the result NS is not energized, the relay SGR is deenergized at open back contact I30 of relay X. This causes the initiation of the system by movement of contact 60 from a front point to a back point and the transmission of the controls in the usual manner. As contact I40 of relay vSG-R is open, the contacts of the relay SW are returned to right hand positions causing the re lay 2AG to remain de'energized irrespective of the passage of a train beyond the detector track section associated with the track switch TS and beyond the signal control territory for the signal relay 2I-ID. In other words, the signal 2A is caused to remain at stop automatically upon the passage of the first train so that the second train will be held in approach to the signal 2A without the manual manipulation of the signal lever SGL to a stop position.

Upon the passage of the train beyond the detector track section, the track relay T is energized and indications are transmitted in a similar manner as above described, so that the contacts of the relay 1N are actuated to right hand positions. However, the relay X remains energized through its stick circuit causing the OS indicating lamp OSL to remain illuminated.

If the operator desires that the signal 2A shall be a stick signal for the following train (second train), then he must return the signal lever 'SGL to the stop positionS before moving it to the On the other hand, if it is desired to allow the signal 2A to be semi-automatic with respect to the following train, the operator merely moves the lever SGL from its last operated position WS to the new position W. This energizes the relay NS through a circuit previously pointed out, the energization of which opens back contact 2H1 deenergizing the relay X. As soon as the relay X is deenergized the closure of back contact 139 causes the relay SGR to be energized, which initiates the system and transmits suitable controls in a manner previously pointed out for again actuating the contacts of the relay SW to left hand positions for clearing the signal 2A.

Assuming the signal 2A to be cleared by reason of the signal control lever SGL being in the west proceed position W, and that a train accepts the signal 2A passing in a westbound direction over the track switch TS, the signal 2A is then automatically caused to display a stop indication until the train has passed beyond the automatic control of this signal, at which time the signal 2A will again be allowed to display a proceed indication providing of course that the control lever SGL in the control office is still in its west proceed position W. The signal 2A is caused to be automatically put to stop at the field station upon the deenergization of the track relay T by reason of the opening of front contact E99 of the track relay which 'deenergizes the signal, control relay to 2AG. Further automatic control of the signal 2A is also accomplished in accordance with traffic conditions in advance by reason of'the contact 296 of relay 2HD in accordance with the usual signaling practices.

The non-stick control of this signal is accomplished with the lever SGL in the position W by reasonof the energization of the non-stick relay NS, because, when the indication of the occupied condition of the detector track section associated with the track'switch TS is transmitted to the control ofiice and registered in IN and repeated by the relay X, the signal relay SGR is maintained energized so as to prevent the transmis sion of a stop code or control. This energizing circuit for the relay SGR is closed from through front contact 189 of relay NS, wires I99 and I32, front contact I 96 of relay SGW, wires I97 and I36, windings of relay SGR, to

In other words, the system is so arranged that when the signal lever SGL is in a non-stick proceed position, the signal control relays at the hold, such asrelays SW and SE, are left in proceed positions, so that upon the return of the traffic conditions in advance of the signal 2A to safe conditions, the signal 2A will again be caused to indicate a proceed position.

It is also noted that with relay NS picked up, with the signal lever SGL in either non-stick proceed position, the back contact 2I0 is opened so that relay X is not stuck up which allows the OS indicatinglamp OSL to be illuminated only so long as the train is on the detector track section, in contrast with its control whenever the signal lever SGL is in a stick proceed position at which time the lamp OSL is maintained illuminated until cancelled by the movement of the signal lever SGL to a stop position.

Special signal controZ.Whenever the signal control lever SGL is in its stop position S, the operator may transmit a control for causing the contacts of both of the relays SW and SE to be actuated to left hand positions by merely depressing the self restoring push button PB.

For example, assuming that the operator de-- presses the push button PB and holds it in such depressed position, the movement of contact 58 from a front point to a back point causes the storing relay SR to be deenergized closing back contact 65 for initiating the system into a cycle of operation. On the first control step with the stepping relays d and 4 picked up, the switch. control is transmitted for the relay SMR in accordance with the position of the switch machine lever SML as previously explained. This is unimportant, as the lever SML is presumably in its last operated position.

On the next step with the stepping relays e and 5 picked up, the code sending relay CS is energized by reason of the push button PB being in a depressed position by a circuit from through back contact 220 of relay SGW, wire 22I, back contact 222 of relay SGE, wires 223 and 226,. back contact 225 of push button PB, wires 226 and- I46, front contact I41 of stepping relay eg back contacts I48 and I49 of stepping relays f and g respectively, wire I50, windings of code sending relay CS, to This causes the application of positive potential to the relay SE 1 tion,

and 6 picked up, the code sending relay CS is again energized by a circuit from through back contact 220 of relay SGW, wire 22!, back contact 222 of relay SGE, wire 223, back contact 221 of push button PB, wires 228 and 229, front contact I48 of stepping relay 1, back contact I49 of stepping relay 0, wire I50, windings of code sending relay OS, to This likewise causes the application of positive potential to the relay SW causing its contacts to be actuated to left hand positions in a manner previously described.

As long as the push button PB is held in a depressed position, the relays SW and SE will cause their contacts to remain in left hand positions in which a circuit is completed for the relay Y from through windings of relay Y, wire 230, polar contact 39 of relay SW in'a left hand position, wire 38, polar contact 31 of relay SE in a left hand position, to The energization of the relay Y and closure of front contact 23! in response to the depressed push button PB may be employed to actuate any suitable special calling signal for calling an engineer or conductor of a train to the telephone located at the signal location, or for such other purposes in connection with a centralized traffic control system, as may be desired.

As soon as the operator ceases to operate the push button PB, its contacts return to their normal positions by reason of a biasing spring 233. The movement of contact 58 from a back point to a front point again initiates the system for the transmission of controls which in this case will result in the actuation of both of the relays SE and SW in a manner so as to cause their contacts to be actuated to right hand positions.

It is noted, that with both relays SE and SW actuated, as above described, to control the special calling signal, the trafiic controlling signals IAIB and 2A2B cannot possibly give proceed indications but must remain at stop.

Having thus described a centralized trafiic control system as one specific embodiment of the present invention, it is desired to be understood that this form is selected to facilitate in the disclosure of the invention rather than to limit the number of forms which it may assume; and, it is to be further understood that various modifications, adaptations and alterations may be applied to the specific form shown to meet the requirements of practice, without in any manner departing from the spirit or scope of the present invention except as limited by the appended claims.

What I claim is:

1. In a centralized traffic control system for railroads, a control office, a field station, a communication system of the selector type interconnecting said control ofiice and said field staa track switch at said field station, a switch machine for operating said trackswitch, a switch control lever in said control oflice for governing operation of said switch machine through the medium of said communication system, track switch position indicating means in the control ofiice governed through the medium of said communication system, indication means in the control office for indicating the correspondence between said switch control lever and said track switch position indicating means, signals governing trailic over said track switch, signal control means in the control ofiice for governing said signals through the medium of said communication system, and means preventing said signal control means from governing said signals when said track switch and said switch control'lever are out of correspondence as indicated by said indication means.

2. In a centralized traflic control system for railroads, a control oflice, a field station, a communication system interconnecting said control office and said field station, a track switch at said field station, a switch machine for operating said track switch, a switch control lever in said control office for governing operation of said switch machine through the medium of said communication system, indication means in the control ofiice for indicating the correspondence between said switch control lever and said track switch through the medium of said communicating system, signals governing trailic over said track switch, signal control means in the control office'for governingsaid signals through the medium of said communication system, means preventing said signal control means from governing said signals when said track switch and said switch'c'ontrol lever are out of correspondence as indicated by said indication means, and means preventing said switch control lever from governing said track switch when said signal control means is effective to govern said signals.

I 3. In a centralized traflic control system for railroads; a field station comprising a track switch, signals for governing trafiic over said track switch, a switch control relay, signal control relays; a control ofiice comprising a switch control lever, a signal control lever, switchindication storing relays; a communication system interconnecting said field station and said control oflice; means causing said switch indication storing relays to be governed in accordance with the position of said track switch through the medium of said communication system; means causing said switch control-relay to be governed in accordance with said switch control lever through the medium of said communication system; means causing saidsignal control relays to be governed by said'signal control lever only when said switch indication storing relays indicate that s'aidtrack switch is in correspondence with'said switch'control lever.

4. In combination, a switch control lever for governing a'track switch, a correspondence relay energized only when said switch control lever and its track switch are'in corresponding positions,'a signal control lever having a stop position and two proceed positions one for causing its associated signal to be a stick signal and the other for causing the associated signal to be a non-stick signal, an OS indication repeating relay energized when its associated track section is occupied, one signal control relay having a pickup circuit including a back contact of said OS indication repeating relay and a front contact of said correspondence relay when said signal control -'leve r is in either proceed position, and having a stick circuit including a front contact of said correspondence relay, another signal control' relay having a pick-up circuit including a front contact of said one signal control relay and a back contact of said OS indication repeating relay, a non-stick relay having a pick-up circuit closed only when'said signal control lever is front contact included in its pick-up circuit of said one signal control relay, and control means causing said signal to display a proceed indication when both said one signal control relay and said another signal control relay are energized, whereby with said signal control lever in said one proceed position said another signal control relay is deenergized upon said detector track section becoming occupied, and whereby with said signal control lever in said other proceed position said another signal control relay is maintained energized upon said detector track section becoming occupied.

' 5. In combination, a railroad track switch, a signal governing traffic over said track switch, a detector track section associated with said track switch, a signal control lever having proceed and stop positions for causing said signal to indicate proceed or stop respectively, means for indicating the occupancy, of said detector track section, a stick relay having a pick-up circuit closed when said indication means indicates the occupied condition of said detector track section and having astick circuit closed only when said signal control lever is in a proceed position, and means automatically causing said signal to indicate stop upon said detector track section becoming occupied and causing said signal to continue to display stop until manually governed by said signal control lever, said means including said stick relay.

6. In combination; a field station including a railroad track switch, a signal governing traflic over said track switch, and a detector track section associated with said track switch; a communication system connecting said field station with a control office, said control oflice including a signal control lever having a stop position, a clear stick position and a clear non-stick position, means operative through the medium of said communication system for causing said signal to display a stop indication when said control lever is in a stop position and for causing said signal to display a clear indication when said signal control lever is in either of its clear positions, OS indication means for indicating the occupancy of said detector track section said indication means being operated through the mein said clear stick position, whereby said signal may be a stick or a non-stick signal depending upon the position of said signal control lever;

7. In a centralized traffic control system for railroads, a track section, a signal governing traffic over said track section, manually governable means for causing said signal to indicate stop or proceed, a special calling signal capable of being actuated only when said signal for governing trafl'ic over said track section is caused to indicate stop by said manually governable means, and means including said manually governable means for actuating said special calling signal.

8. In a centralized traffic controlling system for railroads, a control oflice, a field station, a selector type communication system connecting said control ofiice and said field station, a track switch at said field station, a switch machine for operating said track switch, a signal governing trafiic over said track switch, a switch control lever in the control ofiice for governing said track switch at the field station through the medium of said communication system, a signal control lever in the control ofiice for governing said signal at the field station through the medium of said communication system, track switch position indicating means in the control ofiice governed through the medium of said communication system in accordance withthe position of said track switch, means causing said switch machine to respond to said switch control lever only when said signal lever is in a stop position, means causing said signal to respond to said signal control lever only when said track switch position indicating means is in correspondence with said switch control lever.

9. In a centralized traffic controlling system for railroads, a control ofiice, a field station, a track switch, a signal for governing traflic over said track switch, a communication system of the selector type for connecting said control oifice with said field station, said system being operable through cycles of operation, switch and signal control levers for transmitting switch operating and signal clearing controls over said communication system' to their respective devices at the field station when said levers are moved to new positions, and means determining that the new switch operating controls shall precede the signal clearing controls by being transmitted alone on a preceding cycle of operation.

10. In a centralized traflic controlling system for railroads, a control oflice, a field station, a track switch at the field station, a signal for governing traffic over said track switch, a switch control lever in the control-oflice, a signal control lever in the control ofilce, means for trans mitting control impulses to said field station over a selector type communication system in accordance with the positions of said switch and signal control levers, whereby said track switch and said signal are respectively governed, means for transmitting indication impulses to said control ofiice throughthe medium of said selector type communication system in accordance with the positions of said track switch, whereby the positions of said track switch are indicated in the control oilice, and means preventing the transmission of impulses in accordance with the position of said signal control lever when said switch lever is out of correspondence with said track switch as indicated by said indication means but for automatically causing the transmission of such delayed impulse as soon as said track switch has responded to said switch control lever.

11. Ina centralized traflic controlling system for railroads, a control ofiice, a field station, a

governing traffic over said track switch, a communication system of the selector type for connecting said control ofiice with said field station, said system being operable through cycles of operation, switch and signal control, levers for transmitting new switch operating and signal clearing controls over said communication sys tern to their respective devices at said field station following the actuation of said levers to new positions, and means for causing the new switch operating controls to be transmitted on one cycle of operation and the signal clearing controls to be transmitted on a following cycle of operation irrespective of the actuation of said track switch at the field station, a signal for signal lever quickly following the actuation of said switch lever.

12. In a centralized trafic controlling system.

for railroads, a control oflice, a field station, a track switch at the field station, a signal .for governing traflic over said track switch, a com-. munication system of the selector type for connecting said control oflice with said field'station, said system being operable through cycles of operation, switch and signal control levers for transmitting controls over said communication system to their respective devices at said field station following the actuation of said levers to new positions, means for causing the switch controls to be transmitted on one cycle of operation and the signal controls to. be transmitted on a following .cycle of operation irrespective of the actuation of said signal lever quickly following the actuation of said switch lever, means for 1 indicating the position of said track switch in the control oflice through the medium of said communication system, and means delaying the transmission of said signal controls on said following cycle until said switch position indicating means has indicated the response of said switch to its controls.

13. In a railway traffic controlling system of the code selector type, a central office, a way station, a track switch and a signal at said station, a switch machine lever and a signal lever each independently operable with respect to the other, means controlled by said switch machine lever for governing said track switch through the medium of said selector system, means controlled by said signal lever for governing said signal through the medium of said selector system, and means controlled by contacts on said signal lever for preventing any control of said selector system by said switch machine lever as long as the system is under the control of said signal lever.

14. In a centralized trafiic controlling system for railroads; a track section; a signal capable of displaying stop and proceed indications for governing trafiic over said track section; a signal control lever in a control ofice for controlling said signal over a communication system of the selector type, said signal control lever being manually operable to govern the application of coded impulses to said selector system for selecting said signal and for causing said signal to display a stop or a proceed indication; means automatically operable to cause said signal to display a stop indication during the passage of a train over said track switch and through said track section irrespective of said signal control lever; and means for causing said signal to display said stop indication until said signal control lever has been manually operated when said signal control lever is in a particularv proceed position or for causing said signal to display said stop indication only during the passage of a train over said track switch and through said track section when said signal control lever is in another proceed position.

15. In combination with a track switch and a signal for governing trafiic over the switch, code transmitting means at a remote office for selectively operating the switch and the signal, normally energized switch indication means at the office adapted to indicate the condition of the switch, means for deenergizing the switch indication means when the code transmitting means is actuated for operating the switch, means controlled by the switch. when fully. operated to .en-

ergize the switch indication means, and manually mally energized switch indication means at the oflice adapted to indicate the condition of the switch, means for deenergizing the switch indi-.

cation means when the code transmitting means is actuated for operating the switch, means controlled by the switch when fully operated to energize the switch indication means, and manually controllable means efiective when said indication means becomes energized for automatical- 1y setting the code transmitting means into operation to operate the signal to a proceed position.

17. In combination, a track switch and a signal governing traffic over the switch, manually controllable means for operating the switch, a code transmitter at a remote point for selectively clearing the signal, and means controlled by, the switch when fully operated by said manually controllable means for rendering said code transmitter operative to clear the signal.

. 18. In combination, a track switch and a si nal governing trafiic over the switch, manually controllable means for operating the switch, a code transmitter at a remote point for selectively clearing the signal, a manually operable device, and means controlled by said device and by the switch when fully operated by said manually controllable means for setting the code transmitter into operation to operate the signal to 2. proceed position. v

19. In combination, a two-position track switch and a signal governing trafiic over the switch, code transmitting means for operating the switch and for clearing the signal, switch control and signal control levers for selectively controlling the operation of the code transmitting means, means for indicating each position of the switch, means effective when the, switch control lever occupies a position of disagreement with said switch indication means for preventing the transmission of a code for clearing the signal.

20. In combination, a two-position track switch and a signal governing traffic over the switch, code transmitting means for operating the switch and signal, switch control and signal control levers for selectively controlling the operation of the code transmitting means, means for indicating the condition of the switch, means effective.

when the code transmitting means is actuated to operate the switch for deenergizing the switch indication means, and means responsive to the position of the signal lever and effective only when said switch indication means is energized dependent upon the position of the switch lever for rendering the code transmitting means effective to operate the signal to a proceed position.

21. In combination, a railway signal, manually controlled apparatus for transmitting diflerent control code messages from a remote point to condition said railway signal to indicate proceed or to indicate stop, indication means at said remote point for indicating when the route governed by said railway signal is available, and means for preventing the operation of said manually controlled apparatus unless an available route is'in dicated by said indication means.

22. In combination with transmitting apparatus'for sending switch and signal control messages from an ofl'ice to a remote station, a track switch and a railway signal at the station, means'selectively responsive to a switch control message from said apparatus for operating said switch to one position or another and'respo-nsive to a. signal control message from said apparatus for operating said railway signal to indicate proceedor stop, locking means adapted to prevent said transmitting apparatus from sending switch control messages, and means for rendering said locking means effective if said transmitting apparatus is operated to send a message for causing the signal to indicate proceed.

23. In combination with a track switch and a signal for governing the movement of trafiic over the switch, code-transmitting means at a remote office for selectively operating the switch and the signal, a normally energized switch indication relay, a switch control lever, a signal control lever, means rendered effective when the switch lever is moved to deenergize said indication relay and to initiate the operation of said code-transmitting means i or operating the switch, means controlled by the switch when fully operated to energize the switch indication relay, and means rendered effective whensaid relay becomes energized provided the signal lever has been moved to automatically initiate the operation of said code transmitting means for operating the signal.

24. A remote control system for transmitting distinctive control messages from an office to a station comprising, a plurality of control levers at said ofiice each having two control positions, a two-position relay associated with each lever which normally occupies a position corresponding to that lever, means effective when any lever is moved from one position to another to operate the associated relay to a corresponding position and to then initiate the transmission to said station of a code message having certain characteristics identifying the particular'lever that has been moved and other characteristics determined by the associated relay.

25. A remote control system for transmitting distinctive control messages from an ofiice to a station comprising, a plurality of control levers at said ofiice each having two control positions, a two-position relay associated with each lever which normally occupies a position corresponding to that of the lever, a code sending relay for each lever, means effective when any lever is moved from one position to another to operate the associated two-position relay to a corresponding position and to then energize the code sending relay for such lever, and means rendered effective when a code sending relay is energized for trans mitting to said station a code message having characteristics determined by the energized code sending relay and other characteristics deter mined by the associated two-position relay.

26. A system for the remote control of a poweroperated track switch and associated signals comprising, in combination with a code transmission system operable to transmit control codes from a controloffice td-the' field. for governing the operation of said switch and signals, a manually operable switch control lever, a repeater relay controlled by said switch lever, a signal lever, means rendered effective by movement of said signal lever to a clear position for preventing operation means including said repeater relay for automatically initiating operation of .said'code transmission system as a result of movement of the switch lever.

2']. In a system for the remote control of a power-operated track switch and associated signal, the combination with a code transmitting system operable to transmit switch and signal control codes from a control office to the field to govern the operation of said switch and signal and also transmit an indication code from the field to the control ofiice of the existing position of said switch, manually operable switch and signal control levers, a two-position relay controlled by said switch lever and adapted to remain in the last operated position when deenergized, code responsive means in the control ofiice governed by said code transmitting system in accordance with the operated position of said track switch in the field, a correspondence relay energized only if said code responsive means indicates that the operated position of the switch in the field corresponds with the position of said two-position relay, means effective upon movement of said signal lever to a clear position for preventing energization of said two-position relay by said switch lever, and means efiective only if said correspondence relay is energized for initiating operation of said code transmitting system to transmit a signal clearing code.

, 28. In a system for the remote control of a power-operated track switch and associated signals from a control office, in combination with a code transmission system adapted when set into operation to transmit control codes from'the control oflice to the field for governing the operation of said switch and signals, and also for transmiting an indication code from the field to the control ofiice of the operated position of said track switch, manually operable switch and signal control levers, relay means distinctively energizable to determine the switch control code to be transmitted, circuits eflectiveonly if said signal control lever is in the stop position for energizing said relay means to correspond with the position v of the switch lever, switch indication means in 29. In' a centralized trafiic controlling system,

the combination with a section of track having a track relay, a signal controlled by said track relay and governing train movement into said track section, a signal control relay adjacent said signal and operable to govern the clear and stop indications thereof, manually operable signal control means inthe control oince, a code transmitting system adapted when set into operation to transmit control codes to govern said signal control relay in the field in accordance with the condition of said signal control means in the control office, said code transmitting system being also adapted to transmit from the field to the control oflice distinctive indication codes of the condition of said track relay, means in the'control onice for of aid repeater relay by. said switch lever, and manually initiating operation of said code transmitting system to send a signal control code to the field to govern said signal control relay, and means in the control ofiice responsive to the reception of an indication code of the condition of said track relay for also independently initiating operation of said code transmitting system to send a signal control code.

30. In a centralized traffic controlling system of the character described, the combination with a section of track having a track relay, a signal controlled by said track relay and governing train movement into said track section, a code transmitting system for transmitting signal control codes from a control oflice to the field to govern the indications of said signal and for also transmitting indication codes of the condition of said track relay from the field to the control office, relay means in the field efiective only if in a predetermined condition to permit clearing of said signal, said relay means being automatically changed from such condition by the dropping of said track relay and remaining in that changed condition until restored by a signal controlled code, and means in the control office responsive to the reception of a track relay indication and effective under predetermined manually set conditions for automatically initiating operation of said code transmitting system to send such a signal control code to restore said relay means to such predetermined condition.

31. In a centralized trafiic control system of the character described, the combination with a section of railway track having a track relay, a signal controlled by said track relay and governing train movement into said track section, control means in the field for governing the clear and stop indications of said signal, a code transmitting system operable to transmit signal control codes from a control office to the field to govern said signal control means and also to transmit from the field to the control ofiice distinctive code indications of the condition of said track relay, manually operable signal control means in the control ofilce for determining the signal control code to be transmitted, and means at the control o-ffice manually controllable to be responsive to the transmission of an indication code of the condition of said track relay for automatically initiating operation of said code transmitting system.

32. In a centralized traffic controlling system including a code type communication system connecting a local ofiice and a distant field station and for transmitting controls from said ofiice to said field station and transmitting indications from said field station to said office, a signal at said field station, a track circuited track section including a track relay directly ahead of said signal, a manually controllable neutral relay for transmitting a signal clearing code to said field station through the medium of said communication system, a second relay at times energized through a front contact of said neutral relay, and means for at times deenergizing saidsecond relay upon the reception of an indication of the deenergization of said track relay for transmitting a signal stop code to said field station.

33. In a centralized trafiic controlling system including a code type communication system connecting a local office and a distant field station and for transmitting controls from said office to said field station and transmitting indications from said field station to said office, a signal at said field station, a track circuited track section including a track relay directly ahead of said signal, a neutral indication relay in said ofilce having a pick-up circuit controlled from said field station through the medium of said communication system in accordance with the condition of said track relay and having a manually controlled stick circuit, and means for preventing the transmission of a signal clearing code to clear said signal if said neutral indication relay is energized.

34. In combination, a central office, a field station, a communication system of the selector type connecting said office and said field station, a signal at said field station, a track circuit directly ahead of said signal including a track relay, a stick relay at said field station for controlling said signal and having a pick-up circuit controlled from said ofiice over" said selector type system and having a stick circuit including a front contact of said track relay, a track cir- I cuit indication relay at said oifice controlled over said selector type system and manifesting the condition of said track relay, and means in said office for at times automatically closing the pickup circuit of said stick relay through the medium of said selector type system in response to a change in the condition of said indication relay.

35. In combination, a central ofiice, a field station, a communication system of the selector type connecting said ofiioe and said field station, a signal at said field station, a track circuit directly ahead of said signal including a track relay, a stick relay at said field station for controlling said signal and having a pick-up circuit controlled from said ofiice over said selector type system and having a stick circuit including a front contact of said track relay, a track circuit indication neutral relay at said oifice having a pick-up circuit controlled over said selector type system and closed upon the reception of an indication code manifesting deenergization of said track relay, a stick circuit for said indication neutral relay including a manually controlled contact, and means in said oifice for at times automatically closing the pick-up circuit of said stick relay through the medium of said selector type system in response to a change in the condition of said indication relay.

ROBERT M. PHINNEY. 

